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JP2015058863A - Hybrid system and hybrid vehicle - Google Patents

Hybrid system and hybrid vehicle Download PDF

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Publication number
JP2015058863A
JP2015058863A JP2013194952A JP2013194952A JP2015058863A JP 2015058863 A JP2015058863 A JP 2015058863A JP 2013194952 A JP2013194952 A JP 2013194952A JP 2013194952 A JP2013194952 A JP 2013194952A JP 2015058863 A JP2015058863 A JP 2015058863A
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JP
Japan
Prior art keywords
motor generator
auxiliary
power
engine
air compressor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP2013194952A
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Japanese (ja)
Inventor
憲仁 岩田
Norihito Iwata
憲仁 岩田
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Isuzu Motors Ltd
Original Assignee
Isuzu Motors Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Isuzu Motors Ltd filed Critical Isuzu Motors Ltd
Priority to JP2013194952A priority Critical patent/JP2015058863A/en
Priority to PCT/JP2014/074888 priority patent/WO2015041330A1/en
Publication of JP2015058863A publication Critical patent/JP2015058863A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • B60K6/485—Motor-assist type
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/40—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the assembly or relative disposition of components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
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    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/04—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/003—Starting of engines by means of electric motors said electric motor being also used as a drive for auxiliaries, e.g. for driving transmission pumps or fuel pumps during engine stop
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N15/00—Other power-operated starting apparatus; Component parts, details, or accessories, not provided for in, or of interest apart from groups F02N5/00 - F02N13/00
    • F02N15/02—Gearing between starting-engines and started engines; Engagement or disengagement thereof
    • F02N15/08—Gearing between starting-engines and started engines; Engagement or disengagement thereof the gearing being of friction type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K25/00—Auxiliary drives
    • B60K2025/005—Auxiliary drives driven by electric motors forming part of the propulsion unit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
    • F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
    • F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
    • F16H9/12—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Transmissions By Endless Flexible Members (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a hybrid system, a hybrid vehicle, and a hybrid system power transmission method capable of eliminating a circuit for supplying power to a motor and a dedicated motor for driving an accessory, improving freedom degree of layout, and achieving cost reduction.SOLUTION: A hybrid system 2 comprises an engine 10 and a power generator 21. A crank shaft 15 of the engine 10 has a CVT (power transmission mechanism for power generator) 16, and the power generator 21 is coupled to the CVT 16, and an air compressor (accessory) 27 is coupled to a drive shaft 21a of the power generator 21.

Description

本発明は、ハイブリッドシステムとハイブリッド車両に関し、より詳細には、エアコンプレッサなどの補機を内燃機関、又は走行をアシストする電動発電機により駆動することができるハイブリッドシステムとハイブリッド車両に関する。   The present invention relates to a hybrid system and a hybrid vehicle, and more particularly to a hybrid system and a hybrid vehicle that can drive an auxiliary machine such as an air compressor by an internal combustion engine or a motor generator that assists driving.

車両に搭載されているエアコンプレッサなどの補機を電動駆動する場合には、専用の電動モータを設ける必要があると共に、その電動モータを駆動するための４８Ｖ以上の高電圧回路を設ける必要がある。   When an auxiliary machine such as an air compressor mounted on a vehicle is electrically driven, it is necessary to provide a dedicated electric motor and to provide a high voltage circuit of 48 V or more for driving the electric motor. .

これに関して、エンジンとバッテリにより駆動されるモータ部の２つの駆動源を選択し、電磁クラッチを介して圧縮部の回転軸を駆動するとき、電磁クラッチをオンすることによりエンジンからの動力を回転にともなってモータ部のロータを連れ回りさせてバッテリに充電し、電磁クラッチをオフすることによりバッテリから給電されたモータ部が回転されるように構成された装置が提案されている（例えば、特許文献１参照）。   In this regard, when two drive sources of the motor unit driven by the engine and the battery are selected and the rotation shaft of the compression unit is driven via the electromagnetic clutch, the power from the engine is rotated by turning on the electromagnetic clutch. A device has been proposed in which the motor unit powered by the battery is rotated by rotating the rotor of the motor unit to charge the battery and turning off the electromagnetic clutch. 1).

しかし、この装置でも、エアコンプレッサを電動駆動する専用の電動モータが必要であり、また、その電動モータを駆動するための４８Ｖ以上の高電圧回路が必要となるため、コストが高くなる。また、電動モータと高圧回路を設けるため、装置が大型化及び複雑化するので、レイアウトが限られてしまう。   However, this apparatus also requires a dedicated electric motor for electrically driving the air compressor, and requires a high voltage circuit of 48V or higher for driving the electric motor, resulting in an increase in cost. Further, since the electric motor and the high-voltage circuit are provided, the apparatus becomes large and complicated, so that the layout is limited.

実開平６−８７６７８号公報Japanese Utility Model Publication No. 6-87678

本発明は、上記の問題を鑑みてなされたものであり、その課題は、補機を駆動する専用の電動機や、その電動機に電力を供給する回路を不要とし、レイアウトの自由度を向上することができると共に、コストダウンを図ることができるハイブリッドシステムとハイブリッド車両を提供することである。   The present invention has been made in view of the above-described problems, and its problem is to eliminate the need for a dedicated motor for driving an auxiliary machine and a circuit for supplying power to the motor, and to improve the degree of freedom in layout. It is possible to provide a hybrid system and a hybrid vehicle that can reduce costs.

上記の課題を解決するための本発明のハイブリッドシステムは、内燃機関と電動発電機を有するハイブリッドシステムにおいて、前記内燃機関のクランク軸に電動発電機用動力伝達機構を設け、該電動発電機用動力伝達機構に前記電動発電機を連結すると共に、前記電動発電機の駆動軸に補機を連結するように構成される。   A hybrid system of the present invention for solving the above-described problems is a hybrid system having an internal combustion engine and a motor generator, wherein a power transmission mechanism for a motor generator is provided on a crankshaft of the internal combustion engine, and the power for the motor generator is provided. The motor generator is connected to the transmission mechanism, and an auxiliary machine is connected to the drive shaft of the motor generator.

なお、ここでいう補機とは、補機を駆動するための電動機、室内用のエアコンプレッサ、冷凍室用のエアコンプレッサ、パワーステアリングポンプ、ウォータポンプ、及びバキュームポンプなどの補機用駆動軸を回転することで駆動するもののことをいう。   The term “auxiliary machine” as used herein refers to an auxiliary machine drive shaft such as an electric motor for driving the auxiliary machine, an indoor air compressor, an air compressor for a freezing room, a power steering pump, a water pump, and a vacuum pump. A thing that drives by rotating.

この構成によれば、補機を内燃機関と電動発電機のそれぞれで駆動することができるので、補機を駆動させるために、専用の電動機やその電動機に電力を供給するための回路を不要とすることができる。これにより、電気回路の引き回しが不要になることで、レイアウトの自由度が増して、車両への搭載性を向上することができると共に、既存のハイブリッド車両にも搭載することができる。また、専用の電動機や高圧回路が不要になることで、コストダウンを図ることができる。   According to this configuration, since the auxiliary machine can be driven by each of the internal combustion engine and the motor generator, a dedicated motor and a circuit for supplying power to the motor are not required to drive the auxiliary machine. can do. As a result, it becomes unnecessary to route the electric circuit, so that the degree of freedom of layout can be increased, the mounting property to the vehicle can be improved, and the mounting to the existing hybrid vehicle can be achieved. In addition, the cost can be reduced by eliminating the need for a dedicated electric motor or high-voltage circuit.

また、クランク軸と電動発電機との間の動力の伝達する電動発電機用動力伝達機構に無段変速機構を用いた場合には、内燃機関のクランク軸の回転数の変動に依存することなく、電動発電機の回転数を電動発電機の発電又は駆動に適した回転数に、及び補機の回転数を駆動に適した回転数に制御することができる。   Further, when a continuously variable transmission mechanism is used as a power transmission mechanism for a motor generator that transmits power between the crankshaft and the motor generator, it does not depend on fluctuations in the rotational speed of the crankshaft of the internal combustion engine. The rotation speed of the motor generator can be controlled to a rotation speed suitable for power generation or driving of the motor generator, and the rotation speed of the auxiliary machine can be controlled to a rotation speed suitable for driving.

そのため、電動発電機における回転数と補機の回転数の使用回転域が限定されることにより、電気的特性の効率が高い状態で電動発電機を、駆動効率の高い状態で補機を使用することが可能となり、エネルギー効率を高めることができる。   Therefore, the motor generator is used in a state where the efficiency of the electrical characteristics is high and the accessory is used in a state where the drive efficiency is high by limiting the use rotation range of the rotation speed of the motor generator and the rotation speed of the auxiliary machine. Energy efficiency can be increased.

特に、補機が、補機を電気駆動した場合に４８Ｖ以上の高電圧を必要とする高電圧補機である場合に効果的であり、負荷の高い補機、例えば、室内用のエアコンプレッサや冷凍室用のエアコンプレッサを、内燃機関と電動発電機のそれぞれで駆動することができるので、専用の電動機や高電圧回路を不要とすることができる。   In particular, it is effective when the auxiliary machine is a high voltage auxiliary machine that requires a high voltage of 48V or more when the auxiliary machine is electrically driven, such as a high load auxiliary machine such as an indoor air compressor or the like. Since the air compressor for the freezer compartment can be driven by each of the internal combustion engine and the motor generator, a dedicated motor and a high voltage circuit can be dispensed with.

また、上記のハイブリッドシステムにおいて、前記電動発電機の前記駆動軸に補機用動力伝達機構を設け、該補機用動力伝達機構を介して前記電動発電機の前記駆動軸と前記補機の補機用駆動軸を連結するように構成されると、電動発電機の効率の良い回転数と、補機の効率の良い回転数との間に差がある場合でも、補機用動力伝達機構の回転比を調節することで、電動発電機と補機の両方を高効率で駆動することができる。   In the hybrid system described above, an auxiliary power transmission mechanism is provided on the drive shaft of the motor generator, and the auxiliary shaft is connected to the drive shaft of the motor generator and the auxiliary device via the auxiliary power transmission mechanism. When configured to connect the machine drive shaft, even if there is a difference between the efficient rotation speed of the motor generator and the efficient rotation speed of the auxiliary machine, the power transmission mechanism for the auxiliary machine By adjusting the rotation ratio, both the motor generator and the auxiliary machine can be driven with high efficiency.

あるいは、上記のハイブリッドシステムにおいて、前記電動発電機の前記駆動軸に、前記補機の補機用駆動軸を直結するように構成されると、電動発電機の駆動軸と、補機の補機用駆動軸とが同軸上に配置されることで、駆動ロスを低減して、エネルギー効率を高めることができる。   Alternatively, in the above hybrid system, when the auxiliary drive shaft of the auxiliary machine is directly connected to the drive shaft of the motor generator, the drive shaft of the motor generator and the auxiliary machine of the auxiliary machine By arranging the drive shaft on the same axis, it is possible to reduce drive loss and increase energy efficiency.

加えて、上記のハイブリッドシステムにおいて、前記電動発電機と前記補機との間に補機用動力断接装置を設けて構成されると、電動発電機のアシスト中に補機との間の動力伝達を行わないようにしたり、補機の非作動時に補機との間の動力伝達を行わないようにしたりして、補機によるフリクションを低減することができる。   In addition, in the above hybrid system, if an auxiliary power connecting / disconnecting device is provided between the motor generator and the auxiliary machine, the power between the auxiliary machine and the auxiliary machine during the assist of the motor generator It is possible to reduce the friction caused by the auxiliary machine by not transmitting the power or by not transmitting power to the auxiliary machine when the auxiliary machine is not operating.

なお、上記の構成に加えて、クランク軸と電動発電機との間にクランク軸用動力断接装置を設けることが望ましい。この構成によれば、アイドルストップなどの内燃機関の停止時には、クランク軸用動力断接装置を断状態にすると共に、電動発電機を力行駆動することで、電動発電機で補機を駆動することができる。   In addition to the above configuration, it is desirable to provide a crankshaft power connection / disconnection device between the crankshaft and the motor generator. According to this configuration, when the internal combustion engine such as an idle stop is stopped, the power connecting / disconnecting device for the crankshaft is turned off, and the motor generator is driven by powering to drive the auxiliary machine by the motor generator. Can do.

そして、上記の課題を解決するための本発明のハイブリッド車両は、上記のハイブリッドシステムを搭載して構成される。この構成によれば、補機類を含めたハイブリッドシステムを自由なレイアウトで搭載することができると共に、コストダウンを図ることができるハイブリッド車両を提供することができる。   And the hybrid vehicle of this invention for solving said subject is mounted and comprised by said hybrid system. According to this configuration, it is possible to provide a hybrid vehicle in which a hybrid system including auxiliary machines can be mounted with a free layout and the cost can be reduced.

本発明によれば、補機を内燃機関と電動発電機のそれぞれで駆動することができるので、補機を駆動させるために、専用の電動機やその電動機に電力を供給するための回路を不要として、レイアウトの自由度を向上することができると共に、コストダウンを図ることができる。   According to the present invention, since the auxiliary machine can be driven by each of the internal combustion engine and the motor generator, a dedicated electric motor and a circuit for supplying electric power to the electric motor are not required to drive the auxiliary machine. The degree of freedom in layout can be improved and the cost can be reduced.

本発明に係る第一の実施の形態のハイブリッドシステム及びハイブリッド車両の構成を示す図である。It is a figure showing composition of a hybrid system and a hybrid vehicle of a first embodiment concerning the present invention. 本発明に係る第二の実施の形態のハイブリッドシステム及びハイブリッド車両の構成を示す図である。It is a figure which shows the structure of the hybrid system and hybrid vehicle of 2nd embodiment which concern on this invention.

以下、本発明に係る実施の形態のハイブリッドシステムとハイブリッド車両について説明する。なお、以下の実施の形態では、４８Ｖ以上の電圧を高電圧、４８Ｖよりも低い電圧を低電圧と区別することとする。また、電動発電機用動力伝達機構として、エンジン（内燃機関）のクランク軸にＣＶＴ（無段変速機構：レシオ可変機構）を設けた構成を例に説明するが、本発明はこれに限定されずに、エンジンのクランク軸と電動発電機との間で動力を伝達させる機構であればよい。例えば、クランク軸と電動発電機の駆動軸のそれぞれに固定プーリーを設け、それらの固定プーリーに無端状のベルト又はチェーンを掛けた機構にも適用することができる。   Hereinafter, a hybrid system and a hybrid vehicle according to embodiments of the present invention will be described. In the following embodiments, a voltage of 48 V or higher is distinguished from a high voltage, and a voltage lower than 48 V is distinguished from a low voltage. In addition, as a power transmission mechanism for a motor generator, a configuration in which a CVT (continuously variable transmission mechanism: ratio variable mechanism) is provided on a crankshaft of an engine (internal combustion engine) will be described as an example, but the present invention is not limited thereto. In addition, any mechanism that transmits power between the crankshaft of the engine and the motor generator may be used. For example, the present invention can be applied to a mechanism in which a fixed pulley is provided on each of a crankshaft and a drive shaft of a motor generator, and an endless belt or chain is hung on these fixed pulleys.

図１及び図２に示すように、第一及び第二の実施の形態のハイブリッドシステム２、２Ａは、エンジン（内燃機関）１０と電動発電機（Ｍ／Ｇ）２１を有するハイブリッドシステムである。なお、ここでは、このハイブリッドシステム２、２Ａはハイブリッド車両（ＨＥＶ：以下車両とする）１、１Ａに搭載されているものとして説明するが、必ずしも、車両に搭載されるものに限定されない。   As shown in FIGS. 1 and 2, the hybrid systems 2, 2 </ b> A of the first and second embodiments are hybrid systems having an engine (internal combustion engine) 10 and a motor generator (M / G) 21. Here, the hybrid systems 2 and 2A are described as being mounted on a hybrid vehicle (HEV: hereinafter referred to as a vehicle) 1 and 1A, but are not necessarily limited to those mounted on the vehicle.

図１の例に示すように、第一の実施の形態のハイブリッドシステム２のエンジン１０は、エンジン本体（ＥＮＧ）１１と排気通路１２とターボ過給器１３と、排気通路１２に設けられた排気ガス浄化装置（後処理装置）１４を備えている。この排気ガス浄化装置１４により、エンジン１０から排出される排気ガス中のＮＯｘ（窒素酸化物）、ＰＭ（微粒子状物質）等を浄化処理している。この浄化処理された排気ガスは、マフラー（図示しない）等を経由して大気中に放出される。   As shown in the example of FIG. 1, the engine 10 of the hybrid system 2 of the first embodiment includes an engine body (ENG) 11, an exhaust passage 12, a turbocharger 13, and an exhaust provided in the exhaust passage 12. A gas purification device (post-processing device) 14 is provided. The exhaust gas purification device 14 purifies NOx (nitrogen oxide), PM (particulate matter), etc. in the exhaust gas discharged from the engine 10. The purified exhaust gas is released into the atmosphere via a muffler (not shown) or the like.

このエンジン１０のクランク軸１５に直結してＣＶＴ（電動発電機用動力伝達機構）１６を設け、このＣＶＴ１６に電動発電機２１を連結する。つまり、エンジン１０のクランク軸１５にＣＶＴ１６の電動発電機用第１プーリー１６ａを設けると共に、電動発電機２１にＣＶＴ１６の電動発電機用第２プーリー１６ｂを設けて構成し、電動発電機用第１プーリー１６ａと電動発電機用第２プーリー１６ｂを介してクランク軸１５と電動発電機２１との間の動力伝達を行うように構成する。   A CVT (motor generator power transmission mechanism) 16 is provided directly connected to the crankshaft 15 of the engine 10, and a motor generator 21 is connected to the CVT 16. In other words, the first pulley 16a for the CVT 16 motor generator is provided on the crankshaft 15 of the engine 10, and the second pulley 16b for the motor generator CVT 16 is provided on the motor generator 21, so that the first motor generator first pulley 16b is provided. The power transmission between the crankshaft 15 and the motor generator 21 is performed via the pulley 16a and the second motor generator pulley 16b.

この電動発電機用第１プーリー１６ａと電動発電機用第２プーリー１６ｂとの間には無端状のベルト又はチェーン（電動発電機用動力伝達部材）１６ｃが掛けられており、クランク軸１５から電動発電機用第１プーリー１６ａと電動発電機用動力伝達部材１６ｃと電動発電機用第２プーリー１６ｂを経由して電動発電機２１に、また逆に、電動発電機２１から電動発電機用第２プーリー１６ｂと電動発電機用動力伝達部材１６ｃと電動発電機用第１プーリー１６ａを経由してクランク軸１５に、動力が伝達される。   An endless belt or chain (power transmission member for motor generator) 16c is hung between the first pulley 16a for motor generator and the second pulley 16b for motor generator. The first generator pulley 16a, the motor generator power transmission member 16c, and the motor generator second pulley 16b are passed to the motor generator 21, and conversely, the motor generator 21 is connected to the motor generator second pulley. Power is transmitted to the crankshaft 15 via the pulley 16b, the motor generator power transmission member 16c, and the first motor generator pulley 16a.

このＣＶＴ１６では、２個一組の電動発電機用第１プーリー１６ａと電動発電機用第２プーリー１６ｂにＶ字形状の電動発電機用動力伝達部材１６ｃをかけ、個々のプーリー１６ａ、１６ｂの幅を変えることにより、プーリー１６ａ、１６ｂと電動発電機用動力伝達部材１６ｃの接する位置を変えるようにしており、電動発電機用動力伝達部材１６ｃの接する位置の直径が内側になれば小さくなり、逆に外側になれば大きくなるように構成されている。そして、電子制御による油圧又は電動機構（図示しない）で２個のプーリー１６ａ、１６ｂの幅の拡縮が互いに逆になるように変化させる制御をすることにより、電動発電機用動力伝達部材１６ｃをたるませることなく、変速を連続的に行うことができる。   In this CVT 16, a V-shaped motor generator power transmission member 16c is applied to a set of two first motor generator pulleys 16a and a second motor generator pulley 16b, and the widths of the individual pulleys 16a and 16b. The position where the pulleys 16a, 16b and the power transmission member 16c for the motor generator are in contact with each other is changed so that the diameter of the position where the power transmission member 16c for the motor generator is in contact becomes smaller and vice versa. It is configured to be larger when it is on the outside. Then, by controlling the width of the two pulleys 16a and 16b to be opposite to each other by electronically controlled hydraulic pressure or an electric mechanism (not shown), the motor generator power transmission member 16c is swung. Shifting can be performed continuously without any trouble.

このＣＶＴ１６を、エンジン１０において、クランク軸１５の一方に変速機３１が接続されており、クランク軸１５の他方にＣＶＴ１６が接続されているように構成すると、ＣＶＴ１６が、エンジン１０に関して、変速機３１とは反対側のクランク軸１５に設けられていることになる。これにより、エンジン１０と変速機３１の間にＣＶＴ１６を設ける必要がなくなる。そのため、ハイブリッドシステムを考慮していない、既存のエンジンと変速機との組み合わせ（パワートレイン）に対しても、電動発電機を容易に設けることができ、ハイブリッドシステムを搭載できるパワートレインの種類を拡大することが容易にできる。   When the CVT 16 is configured such that the transmission 31 is connected to one of the crankshafts 15 and the CVT 16 is connected to the other of the crankshafts 15 in the engine 10, the CVT 16 is connected to the transmission 31 with respect to the engine 10. Is provided on the crankshaft 15 on the opposite side. Thereby, it is not necessary to provide the CVT 16 between the engine 10 and the transmission 31. For this reason, motor generators can be easily installed even for combinations of existing engines and transmissions (powertrains) that do not consider hybrid systems, and the types of powertrains that can be equipped with hybrid systems have been expanded. Can be easily done.

また、クランク軸１５と電動発電機用第１プーリー１６ａとの間に、クランク軸１５と電動発電機２１との間の動力の伝達を断接するクランク軸用クラッチ１７（クランク軸用動力断接装置）を設けて構成する。   Further, a crankshaft clutch 17 (a crankshaft power connection / disconnection device) that connects and disconnects transmission of power between the crankshaft 15 and the motor generator 21 between the crankshaft 15 and the first pulley 16a for motor generator. ).

このクランク軸用クラッチ１７はハイブリッドシステム用制御装置４１により制御される。このクランク軸用クラッチ１７は、エンジン１０のクランク軸１５の動力で電動発電機２１を発電する場合や電動発電機２１の駆動力でエンジン１０の駆動力をアシストする場合には、接状態にして、クランク軸１５と電動発電機２１の間での動力の伝達を行う。   The crankshaft clutch 17 is controlled by a hybrid system controller 41. The crankshaft clutch 17 is brought into a contact state when the motor generator 21 is generated by the power of the crankshaft 15 of the engine 10 or when the driving force of the engine 10 is assisted by the driving force of the motor generator 21. The power is transmitted between the crankshaft 15 and the motor generator 21.

尚、エンジン１０の搭載方式によっては、エンジン本体１１から車輪３５までの動力の伝達経路は異なってもよい。   Depending on the mounting method of the engine 10, the power transmission path from the engine body 11 to the wheel 35 may be different.

一方、電動発電機２１での発電が不要な場合にはクランク軸用クラッチ１７を断状態にして、エンジン１０と電動発電機２１間の動力伝達を切る。これにより、エンジン１０のクランク軸１５に電動発電機２１側及びＣＶＴ１６側のフリクションが加わることを回避することができるので、燃費を向上することができる。   On the other hand, when power generation by the motor generator 21 is not required, the crankshaft clutch 17 is disengaged and power transmission between the engine 10 and the motor generator 21 is cut off. As a result, it is possible to avoid the friction on the motor generator 21 side and the CVT 16 side from being applied to the crankshaft 15 of the engine 10, thereby improving fuel efficiency.

そして、電力システム２０の一部である電動発電機２１は、発電機として、エンジン１０の駆動力を受けて発電をしたり、又は、車両１のブレーキ力等の回生力発生による回生発電をしたり、モータとして駆動して、その駆動力をエンジン１０のクランク軸１５に伝達して、エンジン１０の駆動力をアシストしたりする。   The motor generator 21 that is a part of the power system 20 generates power by receiving the driving force of the engine 10 as a generator, or generates regenerative power by generating regenerative power such as the braking force of the vehicle 1. Or as a motor, the driving force is transmitted to the crankshaft 15 of the engine 10 to assist the driving force of the engine 10.

なお、発電して得た電力は、配線２２を経由してインバータ（ＩＮＶ）２３で変換して第１バッテリ（充電器：Ｂ１）２４Ａに充電される。また、電動発電機２１を駆動するときは、第１バッテリ２４Ａに充電された電力をインバータ２３で変換して電動発電機２１に供給する。   The electric power generated by the power generation is converted by the inverter (INV) 23 via the wiring 22 and charged in the first battery (charger: B1) 24A. When driving the motor generator 21, the electric power charged in the first battery 24 </ b> A is converted by the inverter 23 and supplied to the motor generator 21.

図１の構成では、更に、ＤＣ−ＤＣコンバータ（ＣＯＮ）２５と第２バッテリ（Ｂ２）２４Ｂを第１バッテリ２４Ａに直列に設けて、第１バッテリ２４Ａの、例えば、一般的な１２Ｖや２４Ｖ以上の高い電圧の電力を、ＤＣ−ＤＣコンバータ２５で、例えば、１２Ｖに電圧降下させて、第２バッテリ２４Ｂに充電して、この第２バッテリ２４Ｂから補機の冷却ファン２６Ａ、冷却水ポンプ２６Ｂ、潤滑油ポンプ２６Ｃ等に電力を供給するように構成している。   In the configuration of FIG. 1, a DC-DC converter (CON) 25 and a second battery (B2) 24B are further provided in series with the first battery 24A. In the DC-DC converter 25, for example, the voltage is dropped to 12 V and charged to the second battery 24B, and the auxiliary battery cooling fan 26A, cooling water pump 26B, Electric power is supplied to the lubricating oil pump 26C and the like.

このハイブリッドシステム２を搭載したハイブリッド車両（以下車両）１においては、エンジン１０の動力は、動力伝達システム３０の変速機（トランスミッション）３１に伝達され、更に、変速機３１より推進軸（プロペラシャフト）３２を介して作動装置（デファレンシャルギア）３３に伝達され、作動装置３３より駆動軸（ドライブシャフト）３４を介して車輪３５に伝達される。これにより、エンジン１０の動力が車輪３５に伝達され、車両１が走行する。   In a hybrid vehicle (hereinafter referred to as a vehicle) 1 equipped with the hybrid system 2, the power of the engine 10 is transmitted to a transmission 31 of the power transmission system 30, and further, a propulsion shaft (propeller shaft) is transmitted from the transmission 31. It is transmitted to the operating device (differential gear) 33 through 32, and transmitted to the wheel 35 from the operating device 33 through the drive shaft (drive shaft) 34. Thereby, the motive power of the engine 10 is transmitted to the wheel 35 and the vehicle 1 travels.

一方、電動発電機２１の動力に関しては、第１バッテリ２４Ａに充電された電力がインバータ２３を介して電動発電機２１に供給され、この電力により電動発電機２１が駆動され動力を発生する。この電動発電機２１の動力は、ＣＶＴ１６を介してクランク軸１５に伝達されて、エンジン１０の動力伝達経路を伝達して、車輪３５に伝達される。   On the other hand, regarding the power of the motor generator 21, the power charged in the first battery 24A is supplied to the motor generator 21 via the inverter 23, and the motor generator 21 is driven by this power to generate power. The power of the motor generator 21 is transmitted to the crankshaft 15 via the CVT 16, transmitted through the power transmission path of the engine 10, and transmitted to the wheels 35.

これにより、電動発電機２１の動力がエンジン１０の動力と共に車輪３５に伝達され、車両１が走行する。なお、回生時には、逆の経路で、車輪３５の回生力、又はエンジン１０の回生力が電動発電機２１に伝達されて、電動発電機２１で発電が可能となる。   Thereby, the power of the motor generator 21 is transmitted to the wheels 35 together with the power of the engine 10, and the vehicle 1 travels. During regeneration, the regenerative power of the wheels 35 or the regenerative power of the engine 10 is transmitted to the motor generator 21 through the reverse path, and the motor generator 21 can generate power.

また、ハイブリッドシステム用制御装置４１が設けられ、エンジン１０の回転数Ｎｅや負荷Ｑ等の運転状態や電動発電機２１の回転数Ｎｍ等の運転状態や第１バッテリ２４Ａ、第２バッテリ２４Ｂの充電量（ＳＯＣ）の状態をモニターしながら、ＣＶＴ１６や電動発電機２１、インバータ２３、ＤＣ−ＤＣコンバータ２５等を制御する。このハイブリッドシステム用制御装置４１は、通常は、エンジン１０や車両１を制御する全体制御装置４０に組み込まれて構成される。この全体制御装置４０は、エンジン１０の制御では、シリンダ内燃焼やターボ過給器１３や排気ガス浄化装置１４や補機の冷却ファン２６Ａ、冷却水ポンプ２６Ｂ、潤滑油ポンプ２６Ｃなどを制御している。   Also, a hybrid system control device 41 is provided, and the operating state such as the rotational speed Ne and load Q of the engine 10 and the operating state such as the rotational speed Nm of the motor generator 21 and the charging of the first battery 24A and the second battery 24B. While monitoring the quantity (SOC) state, the CVT 16, the motor generator 21, the inverter 23, the DC-DC converter 25, and the like are controlled. The hybrid system control device 41 is normally configured to be incorporated in an overall control device 40 that controls the engine 10 and the vehicle 1. The overall control device 40 controls the combustion in the cylinder, the turbocharger 13, the exhaust gas purification device 14, the cooling fan 26A of the auxiliary machine, the cooling water pump 26B, the lubricating oil pump 26C and the like in the control of the engine 10. Yes.

従来技術では、エンジンに関して、クランク軸の一方側に変速機が、他方側に補機が配置されている。つまり、冷却ファンや冷却水ポンプや潤滑油ポンプ等の補機は、変速機とは反対側に配置され、クランク軸から駆動力を得ている。一方、このハイブリッドシステム２は、冷却ファン２６Ａ、冷却水ポンプ２６Ｂ、及び潤滑油ポンプ２６Ｃなどの補機を電動化して、クランク軸１５から直接駆動力を得ることなく、電動発電機２１で発電した電力で駆動されるように構成する。これにより、補機類のレイアウトに関して自由性が増し、更には状況に応じて補機による負荷損失のないエンジン出力を駆動力に活用できるというメリットが生じる。   In the prior art, with respect to the engine, a transmission is arranged on one side of the crankshaft and an auxiliary machine is arranged on the other side. That is, auxiliary machines such as a cooling fan, a cooling water pump, and a lubricating oil pump are arranged on the side opposite to the transmission, and obtain driving force from the crankshaft. On the other hand, the hybrid system 2 generates electricity by the motor generator 21 without obtaining a driving force directly from the crankshaft 15 by electrifying auxiliary machines such as the cooling fan 26A, the cooling water pump 26B, and the lubricating oil pump 26C. It is configured to be driven by electric power. This increases the freedom with respect to the layout of the auxiliary machinery, and further has the advantage that the engine output without load loss due to the auxiliary machinery can be used as the driving force depending on the situation.

冷却ファン２６Ａ、冷却水ポンプ２６Ｂ、及び潤滑油ポンプ２６Ｃは、１２Ｖの低電圧で駆動可能な低電圧補機であるが、高電圧補機のエアコンプレッサ２７を電動化しようとすると４８Ｖ以上の高電圧が必要となるので、エアコンプレッサ２７を駆動するためのモータを別途備える必要があり、また、そのモータを駆動するための４８Ｖ以上の高電圧の回路が必要となる。   The cooling fan 26A, the cooling water pump 26B, and the lubricating oil pump 26C are low-voltage auxiliary machines that can be driven at a low voltage of 12V. However, if the air compressor 27 of the high-voltage auxiliary machine is to be electrified, a high voltage of 48V or higher is required. Since a voltage is required, a motor for driving the air compressor 27 needs to be provided separately, and a circuit with a high voltage of 48 V or more for driving the motor is required.

そこで、第一の実施の形態のハイブリッドシステム２は、電動発電機２１の駆動軸にエアコンプレッサ２７を連結するように構成される。詳しくは、電動発電機２１の駆動軸２１ａに補機用動力伝達機構２８を設け、その補機用動力伝達機構２８にエアコンプレッサ２７の補機用駆動軸２７ａを連結して構成される。   Therefore, the hybrid system 2 of the first embodiment is configured to connect the air compressor 27 to the drive shaft of the motor generator 21. Specifically, the auxiliary power transmission mechanism 28 is provided on the drive shaft 21 a of the motor generator 21, and the auxiliary power transmission mechanism 27 a of the air compressor 27 is connected to the auxiliary power transmission mechanism 28.

つまり、電動発電機２１の駆動軸２１ａに補機用動力伝達機構２８の補機用第１プーリー２８ａを設けると共に、エアコンプレッサ２７の補機用駆動軸２７ａに補機用動力伝達機構２８の補機用第２プーリー２８ｂを設けて構成し、この補機用第１プーリー２８ａと補機用第２プーリー２８ｂとの間に掛けられた無端状のベルト又はチェーン（補機用動力伝達部材）２８ｃを介して駆動軸２１ａと補機用駆動軸２７ａとの間の動力伝達を行うように構成する。   In other words, the first auxiliary pulley 28a of the auxiliary power transmission mechanism 28 is provided on the drive shaft 21a of the motor generator 21, and the auxiliary drive shaft 27a of the air compressor 27 is supplemented with the auxiliary power transmission mechanism 28. A second pulley 28b for machinery is provided, and an endless belt or chain (power transmission member for accessories) 28c hung between the first pulley 28a for auxiliary machinery and the second pulley 28b for machinery. The power transmission between the drive shaft 21a and the accessory drive shaft 27a is performed via

また、この補機用動力伝達機構２８の補機用第１プーリー２８ａと補機用第２プーリー２８ｂとのプーリー比を、エアコンプレッサ２７の回転数Ｎｃを、エアコンプレッサ２７の駆動に適した高効率回転領域Ｒｃに限定するように設定する。詳しくは、補機用動力伝達機構２８のプーリー比を、その電動発電機２１の高効率回転領域Ｒｍと、エアコンプレッサ２７の高効率回転領域Ｒｃの比に基づいて定める。   Further, the pulley ratio between the auxiliary first pulley 28 a and the auxiliary second pulley 28 b of the auxiliary power transmission mechanism 28 is set so that the rotational speed Nc of the air compressor 27 is high and suitable for driving the air compressor 27. It is set so as to be limited to the efficiency rotation region Rc. Specifically, the pulley ratio of the auxiliary power transmission mechanism 28 is determined based on the ratio between the high efficiency rotation region Rm of the motor generator 21 and the high efficiency rotation region Rc of the air compressor 27.

高効率回転領域Ｒｃは、エアコンプレッサ２７の駆動効率が高くなるように最適化された回転領域であり、エアコンプレッサ２７の容量や圧縮率などの特性によって定められる回転領域である。   The high-efficiency rotation region Rc is a rotation region that is optimized so that the driving efficiency of the air compressor 27 is high, and is a rotation region that is determined by characteristics such as the capacity and compression rate of the air compressor 27.

電動発電機２１の回転数Ｎｍは、ＣＶＴ１６のプーリー比を変えることで、エンジン１０のクランク軸１５の回転数Ｎｅの変動に依存することなく、電動発電機２１の発電又は駆動に適した、つまり電気的特性の効率の高い高効率回転領域Ｒｍに限定されている。なお、電動発電機２１の高効率回転領域Ｒｍは、電動発電機２１の回生効率及び駆動効率に基づいて、それらの電気的特性の効率が高くなるように最適化された回転領域であり、電動発電機２１の最大トルクや最大馬力などの特性によって定められる回転領域である。   The rotational speed Nm of the motor generator 21 is suitable for power generation or driving of the motor generator 21 without depending on the fluctuation of the rotational speed Ne of the crankshaft 15 of the engine 10 by changing the pulley ratio of the CVT 16, that is, It is limited to a high-efficiency rotation region Rm with high electrical characteristics efficiency. The high-efficiency rotation region Rm of the motor generator 21 is a rotation region optimized based on the regeneration efficiency and drive efficiency of the motor generator 21 so that the efficiency of their electrical characteristics is increased. This is a rotation region determined by characteristics such as maximum torque and maximum horsepower of the generator 21.

電動発電機２１の駆動軸２１ａとエアコンプレッサ２７の補機用駆動軸２７ａとの間に補機用動力伝達機構２８を介すことで、電動発電機２１の高効率回転領域Ｒｍと、エアコンプレッサ２７の高効率回転領域Ｒｃに差がある場合でも、補機用動力伝達機構２８のプーリー比を調節することで、電動発電機２１とエアコンプレッサ２７の両方を高効率で駆動することができる。   The auxiliary power transmission mechanism 28 is interposed between the drive shaft 21a of the motor generator 21 and the accessory drive shaft 27a of the air compressor 27, so that the high-efficiency rotation region Rm of the motor generator 21 and the air compressor Even when there is a difference in the high-efficiency rotation region Rc 27, both the motor generator 21 and the air compressor 27 can be driven with high efficiency by adjusting the pulley ratio of the auxiliary power transmission mechanism 28.

また、このハイブリッドシステム２は、第２プーリー２８ｂとエアコンプレッサ２７との間に、駆動軸２１ａと補機用駆動軸２７ａとの間の動力の伝達を断接する補機用クラッチ（補機用動力断接装置）２９を設けて構成する。   In addition, the hybrid system 2 includes an auxiliary clutch (auxiliary power) that connects and disconnects power transmission between the drive shaft 21a and the auxiliary drive shaft 27a between the second pulley 28b and the air compressor 27. The connecting / disconnecting device 29 is provided.

この補機用クラッチ２９はハイブリッドシステム用制御装置４１により制御される。この補機用クラッチ２９は、エアコンプレッサ２７を駆動する場合には、接状態にして、電動発電機２１の駆動軸２１ａとエアコンプレッサ２７の補機用駆動軸２７ａの間での動力の伝達を行う。   The auxiliary machine clutch 29 is controlled by a hybrid system control device 41. When the air compressor 27 is driven, the auxiliary clutch 29 is brought into a contact state to transmit power between the drive shaft 21a of the motor generator 21 and the auxiliary drive shaft 27a of the air compressor 27. Do.

そして、この第一の実施の形態のハイブリッドシステム２の動力伝達方法は、エンジン１０のクランク軸１５に直結したＣＶＴ１６を介して、クランク軸１５と電動発電機２１との間の動力伝達を行うと共に、電動発電機２１の駆動軸２１ａに連結したエアコンプレッサ２７との間の動力伝達を行うことを特徴とする方法である。   And the power transmission method of the hybrid system 2 of this first embodiment performs power transmission between the crankshaft 15 and the motor generator 21 via the CVT 16 directly connected to the crankshaft 15 of the engine 10. In this method, power is transmitted to and from the air compressor 27 connected to the drive shaft 21a of the motor generator 21.

詳しくは、クランク軸１５と電動発電機２１との間に設けたクランク軸用クラッチ１７により、クランク軸１５と電動発電機２１との間の動力伝達を行う場合は、エンジン１０によりエアコンプレッサ２７を駆動し、クランク軸用クラッチ１７により、クランク軸１５と電動発電機２１との間の動力伝達を行わない場合は、電動発電機２１によりエアコンプレッサ２７を駆動する。   Specifically, when power is transmitted between the crankshaft 15 and the motor generator 21 by the crankshaft clutch 17 provided between the crankshaft 15 and the motor generator 21, the air compressor 27 is driven by the engine 10. When the power is not transmitted between the crankshaft 15 and the motor generator 21 by the crankshaft clutch 17, the air compressor 27 is driven by the motor generator 21.

エンジン１０の駆動中に、エアコンプレッサ２７を駆動する場合は、クランク軸用クラッチ１７を接状態にして、クランク軸１５と電動発電機２１との間の動力伝達を行うと共に、補機用クラッチ２９を接状態にして、電動発電機２１の駆動軸２１ａとエアコンプレッサ２７の補機用駆動軸２７ａとの間の動力伝達を行う。これにより、エンジン１０の駆動力によって、エアコンプレッサ２７を駆動する。   When the air compressor 27 is driven while the engine 10 is being driven, the crankshaft clutch 17 is brought into a contact state to transmit power between the crankshaft 15 and the motor generator 21 and an auxiliary clutch 29 Is connected, and power is transmitted between the drive shaft 21a of the motor generator 21 and the accessory drive shaft 27a of the air compressor 27. Thereby, the air compressor 27 is driven by the driving force of the engine 10.

このとき、電動発電機２１が駆動されている場合には、電動発電機２１の回転数Ｎｍを高効率回転領域Ｒｍに限定するように、ＣＶＴ１６のプーリー比を可変する。電動発電機２１の回転数Ｎｍを高効率回転領域Ｒｍに限定すると、補機用動力伝達機構２８のプーリー比により、エアコンプレッサ２７の回転数Ｎｃを高効率回転領域Ｒｃに限定することができる。   At this time, when the motor generator 21 is driven, the pulley ratio of the CVT 16 is varied so as to limit the rotation speed Nm of the motor generator 21 to the high efficiency rotation region Rm. When the rotation speed Nm of the motor generator 21 is limited to the high efficiency rotation area Rm, the rotation speed Nc of the air compressor 27 can be limited to the high efficiency rotation area Rc due to the pulley ratio of the auxiliary power transmission mechanism 28.

一方、電動発電機２１が駆動されていない場合には、エアコンプレッサ２７の回転数Ｎｃを高効率回転領域Ｒｃに限定するように、ＣＶＴ１６のプーリー比を可変する。   On the other hand, when the motor generator 21 is not driven, the pulley ratio of the CVT 16 is varied so that the rotation speed Nc of the air compressor 27 is limited to the high efficiency rotation region Rc.

アイドルストップ時などのエンジン１０の停止中に、エアコンプレッサ２７を駆動する場合は、クランク軸用クラッチ１７を断状態にして、クランク軸１５と電動発電機２１との間の動力伝達を終了する。そして、電動発電機２１を力行駆動すると共に、補機用クラッチ２９を接状態にして、電動発電機２１の駆動軸２１ａとエアコンプレッサ２７の補機用駆動軸２７ａとの間の動力伝達を行う。これにより、電動発電機２１の駆動力によって、エアコンプレッサ２７を駆動する。   When the air compressor 27 is driven while the engine 10 is stopped, such as during idling stop, the crankshaft clutch 17 is disengaged and power transmission between the crankshaft 15 and the motor generator 21 is terminated. Then, the motor generator 21 is driven to power and the auxiliary clutch 29 is brought into a contact state to transmit power between the drive shaft 21 a of the motor generator 21 and the auxiliary drive shaft 27 a of the air compressor 27. . Thereby, the air compressor 27 is driven by the driving force of the motor generator 21.

このとき、電動発電機２１の回転数Ｎｍを高効率回転領域Ｒｍに限定するように、電動発電機２１を駆動すると、補機用動力伝達機構２８のプーリー比により、エアコンプレッサ２７の回転数Ｎｃを高効率回転領域Ｒｃに限定することができる。   At this time, when the motor generator 21 is driven so that the rotation speed Nm of the motor generator 21 is limited to the high efficiency rotation region Rm, the rotation speed Nc of the air compressor 27 is caused by the pulley ratio of the auxiliary power transmission mechanism 28. Can be limited to the high-efficiency rotation region Rc.

また、エンジン１０の停止中に、第１バッテリ２４Ａの電力が無くなり、電動発電機２１を駆動できなくなった場合は、エンジン１０を始動すると共に、クランク軸用クラッチ１７を接状態にして、エンジン１０の駆動力によりエアコンプレッサ２７を駆動する。   Further, when the electric power of the first battery 24A is lost during the stop of the engine 10 and the motor generator 21 cannot be driven, the engine 10 is started and the crankshaft clutch 17 is brought into a contact state so that the engine 10 The air compressor 27 is driven by this driving force.

電動発電機２１のアシスト中や、エアコンプレッサ２７を停止する場合は、補機用クラッチ２９を断状態にして、電動発電機２１の駆動軸２１ａとエアコンプレッサ２７の補機用駆動軸２７ａとの間の動力伝達を終了する。これにより、エンジン１０や電動発電機２１のフリクションを低減することができる。   When assisting the motor generator 21 or when stopping the air compressor 27, the auxiliary clutch 29 is disengaged, and the drive shaft 21a of the motor generator 21 and the auxiliary drive shaft 27a of the air compressor 27 are disconnected. Power transmission between them is finished. Thereby, the friction of the engine 10 and the motor generator 21 can be reduced.

次に、第二の実施の形態のハイブリッドシステム及びハイブリッド車両について説明する。図２に示すように、この第二の実施の形態のハイブリッドシステム２Ａ、及びハイブリッド車両１Ａは、電動発電機２１の駆動軸２１ａに、エアコンプレッサ２７の補機用駆動軸２７ａを直結して構成する。   Next, a hybrid system and a hybrid vehicle according to the second embodiment will be described. As shown in FIG. 2, the hybrid system 2 </ b> A and the hybrid vehicle 1 </ b> A according to the second embodiment are configured by directly connecting an auxiliary drive shaft 27 a of an air compressor 27 to a drive shaft 21 a of a motor generator 21. To do.

詳しくは、電動発電機２１の駆動軸２１ａとエアコンプレッサ２７の補機用駆動軸２７ａを同軸上に配置すると共に、その間に補機用クラッチ（補機用動力断接装置）２９Ａを設けて構成する。つまり、第一の実施の形態の補機用動力伝達機構２８を介さずに、エアコンプレッサ２７を直接駆動するように構成する。   More specifically, the drive shaft 21a of the motor generator 21 and the accessory drive shaft 27a of the air compressor 27 are coaxially arranged, and an accessory clutch (auxiliary power connection / disconnection device) 29A is provided therebetween. To do. That is, the air compressor 27 is directly driven without using the auxiliary power transmission mechanism 28 of the first embodiment.

電動発電機２１の駆動軸２１ａとエアコンプレッサ２７の補機用駆動軸２７ａとを直結することで、電動発電機２１の駆動軸２１ａからの駆動力がエアコンプレッサ２７の補機用駆動軸２７ａに直接伝達されるので、エネルギー効率を高めることができる。   By directly connecting the drive shaft 21a of the motor generator 21 and the accessory drive shaft 27a of the air compressor 27, the driving force from the drive shaft 21a of the motor generator 21 is applied to the accessory drive shaft 27a of the air compressor 27. Since it is transmitted directly, energy efficiency can be improved.

この第二の実施の形態では、電動発電機２１の高効率回転領域Ｒｍとエアコンプレッサ２７の高効率回転領域Ｒｃが同じになるように構成されることが望ましい。   In the second embodiment, it is desirable that the high efficiency rotation region Rm of the motor generator 21 and the high efficiency rotation region Rc of the air compressor 27 be the same.

エンジン１０の駆動中に、エアコンプレッサ２７を駆動する場合は、クランク軸用クラッチ１７を接状態にして、クランク軸１５と電動発電機２１との間の動力伝達を行うと共に、補機用クラッチ２９Ａを接状態にして、電動発電機２１の駆動軸２１ａとエアコンプレッサ２７の補機用駆動軸２７ａとの間の動力伝達を行う。これにより、エンジン１０の駆動力によって、エアコンプレッサ２７を駆動する。   When the air compressor 27 is driven while the engine 10 is being driven, the crankshaft clutch 17 is brought into a contact state, power is transmitted between the crankshaft 15 and the motor generator 21, and an auxiliary clutch 29A is also provided. Is connected, and power is transmitted between the drive shaft 21a of the motor generator 21 and the accessory drive shaft 27a of the air compressor 27. Thereby, the air compressor 27 is driven by the driving force of the engine 10.

このとき、電動発電機２１が駆動されている場合には、電動発電機２１の回転数Ｎｍを高効率回転領域Ｒｍに限定するように、ＣＶＴ１６のプーリー比を可変する。電動発電機２１の高効率回転領域Ｒｍとエアコンプレッサ２７の高効率回転領域Ｒｃが同じになるように構成されることで、エアコンプレッサ２７の回転数Ｎｃを高効率回転領域Ｒｃに限定
することができる。 At this time, when the motor generator 21 is driven, the pulley ratio of the CVT 16 is varied so as to limit the rotation speed Nm of the motor generator 21 to the high efficiency rotation region Rm. By configuring the high-efficiency rotation region Rm of the motor generator 21 and the high-efficiency rotation region Rc of the air compressor 27 to be the same, the rotation speed Nc of the air compressor 27 can be limited to the high-efficiency rotation region Rc. it can.

一方、電動発電機２１が駆動されていない場合には、エアコンプレッサ２７の回転数Ｎｃを高効率回転領域Ｒｃに限定するように、ＣＶＴ１６のプーリー比を可変する。   On the other hand, when the motor generator 21 is not driven, the pulley ratio of the CVT 16 is varied so that the rotation speed Nc of the air compressor 27 is limited to the high efficiency rotation region Rc.

アイドルストップ時などのエンジン１０の停止中に、エアコンプレッサ２７を駆動する場合は、クランク軸用クラッチ１７を断状態にして、クランク軸１５と電動発電機２１との間の動力伝達を終了する。そして、電動発電機２１を力行駆動すると共に、補機用クラッチ２９Ａを接状態にして、電動発電機２１の駆動軸２１ａとエアコンプレッサ２７の補機用駆動軸２７ａとの間の動力伝達を行う。これにより、電動発電機２１の駆動力によって、エアコンプレッサ２７を駆動する。   When the air compressor 27 is driven while the engine 10 is stopped, such as during idling stop, the crankshaft clutch 17 is disengaged and power transmission between the crankshaft 15 and the motor generator 21 is terminated. Then, the motor generator 21 is driven to power and the auxiliary clutch 29A is brought into a contact state to transmit power between the drive shaft 21a of the motor generator 21 and the auxiliary drive shaft 27a of the air compressor 27. . Thereby, the air compressor 27 is driven by the driving force of the motor generator 21.

このとき、電動発電機２１の回転数Ｎｍを高効率回転領域Ｒｍに限定するように、電動発電機２１を駆動すると、エアコンプレッサ２７の回転数Ｎｃを高効率回転領域Ｒｃに限定することができる。   At this time, when the motor generator 21 is driven so that the rotation speed Nm of the motor generator 21 is limited to the high efficiency rotation area Rm, the rotation speed Nc of the air compressor 27 can be limited to the high efficiency rotation area Rc. .

また、エンジン１０の停止中に、第１バッテリ２４Ａの電力が無くなり、電動発電機２１を駆動できなくなった場合は、エンジン１０を始動すると共に、クランク軸用クラッチ１７を接状態にして、エンジン１０の駆動力によりエアコンプレッサ２７を駆動する。   Further, when the electric power of the first battery 24A is lost during the stop of the engine 10 and the motor generator 21 cannot be driven, the engine 10 is started and the crankshaft clutch 17 is brought into a contact state so that the engine 10 The air compressor 27 is driven by this driving force.

電動発電機２１のアシスト中や、エアコンプレッサ２７を停止する場合は、補機用クラッチ２９Ａを断状態にして、電動発電機２１の駆動軸２１ａとエアコンプレッサ２７の補機用駆動軸２７ａとの間の動力伝達を終了する。これにより、エンジン１０や電動発電機２１のフリクションを低減することができる。   When assisting the motor generator 21 or when stopping the air compressor 27, the auxiliary clutch 29A is disengaged, and the drive shaft 21a of the motor generator 21 and the auxiliary drive shaft 27a of the air compressor 27 are disconnected. Power transmission between them is finished. Thereby, the friction of the engine 10 and the motor generator 21 can be reduced.

第一及び第二の実施の形態のハイブリッドシステム２、２Ａ、ハイブリッド車両１、１Ａ、及びその動力伝達方法によれば、エアコンプレッサ２７をエンジン１０と電動発電機２１のどちらか一方を選択して、駆動することができるので、エアコンプレッサ２７を駆動させるための、専用の電動機やその電動機に電力を供給するための高電圧回路を不要とすることができる。   According to the hybrid system 2, 2A, the hybrid vehicle 1, 1A, and the power transmission method thereof according to the first and second embodiments, the air compressor 27 is selected from either the engine 10 or the motor generator 21. Therefore, a dedicated electric motor for driving the air compressor 27 and a high voltage circuit for supplying electric power to the electric motor can be eliminated.

高電圧回路の配線の引き回しが不要になることで、レイアウトの自由度が増して、ハイブリッドシステム２、２Ａのハイブリッド車両１、１Ａへの搭載性を向上することができると共に、既存のハイブリッド車両にも搭載することができる。また、専用の電動機や高電圧回路が不要になることで、コストダウンを図ることができる。   Since the wiring of the high voltage circuit is not required, the degree of freedom in layout can be increased, and the mountability of the hybrid system 2, 2A to the hybrid vehicle 1, 1A can be improved. Can also be installed. In addition, the cost can be reduced by eliminating the need for a dedicated motor and a high voltage circuit.

特に、本発明のハイブリッドシステム２、２Ａは、エアコンプレッサ２７などの電動化した際に、４８Ｖ以上の高電圧の電力の供給が必要な高電圧補機を、エンジン１０と電動発電機２１のそれぞれで駆動するように構成することで、より効果的である。   In particular, in the hybrid systems 2 and 2A of the present invention, when the air compressor 27 or the like is electrified, a high-voltage auxiliary machine that needs to supply high-voltage power of 48 V or more is provided for each of the engine 10 and the motor generator 21. It is more effective if it is configured to be driven by.

また、この実施の形態のように電動発電機用動力伝達機構としてＣＶＴ１６を用いた場合には、エンジン１０のクランク軸１５の動力をＣＶＴ１６を介して電動発電機２１に伝達するので、エンジン１０のクランク軸１５の回転数Ｎｅの変動に依存することなく、電動発電機２１の回転数Ｎｍを電動発電機２１の発電又は駆動に適した回転数に、及びエアコンプレッサ２７の回転数Ｎｃを駆動に適した回転数に制御することができる。   Further, when the CVT 16 is used as the motor generator power transmission mechanism as in this embodiment, the power of the crankshaft 15 of the engine 10 is transmitted to the motor generator 21 via the CVT 16. Without depending on fluctuations in the rotational speed Ne of the crankshaft 15, the rotational speed Nm of the motor generator 21 is set to a rotational speed suitable for power generation or driving of the motor generator 21, and the rotational speed Nc of the air compressor 27 is driven. The number of rotations can be controlled appropriately.

そのため、電動発電機２１における回転数Ｎｍとエアコンプレッサ２７の回転数Ｎｃの使用回転域が限定されることにより、電気的特性の効率が高い状態で電動発電機２１を、駆動効率の高い状態でエアコンプレッサ２７をそれぞれ使用することが可能となり、エネルギー効率を高めることができる。   Therefore, the motor generator 21 can be operated in a state in which the efficiency of electrical characteristics is high and in a state in which the drive efficiency is high by limiting the use rotation range of the rotation speed Nm in the motor generator 21 and the rotation speed Nc of the air compressor 27. Each of the air compressors 27 can be used, and energy efficiency can be improved.

加えて、クランク軸用クラッチ１７を設けることで、アイドルストップ時などのエンジン１０の停止中にも、電動発電機２１を力行駆動することで、エアコンプレッサ２７を駆動することができ、運転室内を快適な状態に保つことができる。   In addition, by providing the crankshaft clutch 17, the air compressor 27 can be driven by driving the motor generator 21 while the engine 10 is stopped, such as during idle stop, It can be kept comfortable.

更に、電動発電機２１のアシスト中や、エアコンプレッサ２７を使用しない場合には、補機用クラッチ２９、２９Ａを断状態にして、電動発電機２１の駆動軸２１ａとエアコンプレッサ２７の補機用駆動軸２７ａとの間の動力伝達を終了することで、エンジン１０や電動発電機２１のフリクションを低減することができる。   Further, when assisting the motor generator 21 or when the air compressor 27 is not used, the auxiliary clutches 29 and 29A are disengaged to drive the drive shaft 21a of the motor generator 21 and the air compressor 27. By ending the power transmission with the drive shaft 27a, the friction of the engine 10 and the motor generator 21 can be reduced.

なお、上記の実施の形態のハイブリッドシステム２、２Ａのエンジン１０は、ディーゼルエンジンやガソリンエンジンに適用することができ、その気筒数や配列は限定されない。   Note that the engine 10 of the hybrid system 2, 2A of the above embodiment can be applied to a diesel engine or a gasoline engine, and the number of cylinders and the arrangement thereof are not limited.

また、電動発電機２１は、一般的なスタータモータなどに用いられる高回転になるに従ってトルクが低下する直巻きＤＣモータとは異なり、力行運転により駆動力をアシストしたり、余剰な駆動力により回生運転されると、発電したりできるモータであって、ある回転までは一定のトルクを発生する誘導モータや同期モータが望ましい。   Further, the motor generator 21 is different from a direct-winding DC motor in which the torque decreases as the rotation speed increases, which is used for a general starter motor or the like, and assists the driving force by a power running operation or regenerates by an excessive driving force. It is desirable to use an induction motor or a synchronous motor that can generate electric power when it is operated and generates a constant torque until a certain rotation.

このような誘導モータや同期モータを電動発電機２１として用いる場合は、前述したように、ＣＶＴ１６のプーリー比を変化させることにより、電動発電機２１の回転数Ｎｍを電気的特性の効率の良い高効率回転領域Ｒｍに限定する、及びエアコンプレッサ２７の回転数Ｎｃを駆動効率のよい高効率回転領域Ｒｃに限定することで、常に電動発電機２１の駆動効率や回生効率を、及びエアコンプレッサ２７の駆動効率を向上することができる。   When such an induction motor or a synchronous motor is used as the motor generator 21, as described above, by changing the pulley ratio of the CVT 16, the rotational speed Nm of the motor generator 21 is improved with high electrical characteristics. By limiting to the efficiency rotation region Rm and limiting the rotation speed Nc of the air compressor 27 to the high-efficiency rotation region Rc with good driving efficiency, the driving efficiency and regeneration efficiency of the motor generator 21 can always be increased. Drive efficiency can be improved.

加えて、上記の実施の形態では、補機としてエアコンプレッサ２７を駆動する構成を例に説明したが、本発明はこれに限定されずに、例えば、冷凍車のコンプレッサなどを駆動する構成とすることもできる。また、エアコンプレッサ２７や冷凍車のコンプレッサなどの高電圧補機に限らずに、低電圧補機の冷却ファン２６Ａ、冷却水ポンプ２６Ｂ、及び潤滑油ポンプ２６Ｃを駆動する電動機を駆動する構成としてもよい。   In addition, in the above-described embodiment, the configuration in which the air compressor 27 is driven as an auxiliary device has been described as an example. However, the present invention is not limited thereto, and for example, a configuration in which a compressor of a refrigeration vehicle is driven. You can also. Further, the present invention is not limited to the high voltage auxiliary machine such as the air compressor 27 and the compressor of the refrigeration vehicle, but may be configured to drive the electric motor that drives the cooling fan 26A, the cooling water pump 26B, and the lubricating oil pump 26C of the low voltage auxiliary machine. Good.

加えて、上記のハイブリッドシステム２、２Ａは、電動発電機２１に別の電動発電機を直列に配置して、電動発電機を複数設けるように構成することができる。複数の電動発電機を設けることで、設計の自由度が増加するので、多様な仕様に対応することができる。また、標準仕様で電動発電機２１の１個にした場合でも、オプションとして容易に、後から別の電動発電機を追加できるので、基本レイアウトを同一とすることができ、部品点数、重量、コストを削減することができる。   In addition, the hybrid systems 2 and 2A can be configured such that a plurality of motor generators are provided by arranging another motor generator in series with the motor generator 21. By providing a plurality of motor generators, the degree of freedom in design increases, so it is possible to cope with various specifications. Even if only one motor generator 21 is used as a standard specification, another motor generator can be easily added later as an option, so the basic layout can be made the same, and the number of parts, weight, and cost can be reduced. Can be reduced.

その場合は、複数の電動発電機の間に動力断接装置を設け、その動力断接装置と別の電動発電機との間に補機用動力伝達機構２８を設ける、あるいはまた、複数の電動発電機の間に動力断接装置を設け、別の電動発電機の駆動軸にエアコンプレッサ２７の補機用駆動軸２７ａを直結するようにすると、電動発電機２１でアシストしながら、別の電動発電機でエアコンプレッサ２７を駆動することができる。   In that case, a power connecting / disconnecting device is provided between the plurality of motor generators, and an auxiliary power transmission mechanism 28 is provided between the power connecting / disconnecting device and another motor generator. If a power connection / disconnection device is provided between the generators, and the auxiliary drive shaft 27a of the air compressor 27 is directly connected to the drive shaft of another motor generator, the motor generator 21 assists the other motor drive. The air compressor 27 can be driven by a generator.

更に、クランク軸用クラッチ１７は、エンジン１０のクランク軸１５と、電動発電機２１の駆動軸とを切り離すことが可能な装置であればよく、例えば、摩擦式クラッチ、電磁式クラッチ（パウダークラッチ）の他に、流体継手などを用いることができる。このクランク軸用クラッチ１７は、変速機３１に設けられ、エンジン１０と変速機３１との間の動力伝達を断接するクラッチとは別に設けられたものである。   Furthermore, the crankshaft clutch 17 may be any device capable of separating the crankshaft 15 of the engine 10 and the drive shaft of the motor generator 21, for example, a friction clutch, an electromagnetic clutch (powder clutch). In addition, a fluid coupling or the like can be used. The crankshaft clutch 17 is provided in the transmission 31 and is provided separately from the clutch that connects and disconnects the power transmission between the engine 10 and the transmission 31.

このクランク軸用クラッチ１７は、上記の実施の形態では、エンジン１０とＣＶＴ１６との間に設けられたが、本発明はこれに限定されずに、例えば、ＣＶＴ１６と電動発電機２１との間に設けることもできる。クランク軸用クラッチ１７を、エンジン１０とＣＶＴ１６との間に設けると、クランク軸１５と電動発電機２１との間の動力伝達を切断したときに、エンジン１０にＣＶＴ１６側のフリクションが加わることを回避できる。一方、ＣＶＴ１６と電動発電機２１との間に設けると、電動発電機２１でエアコンプレッサ２７を駆動する場合にフリクションを低減することができる。   Although the crankshaft clutch 17 is provided between the engine 10 and the CVT 16 in the above embodiment, the present invention is not limited to this. For example, the crankshaft clutch 17 is provided between the CVT 16 and the motor generator 21. It can also be provided. When the crankshaft clutch 17 is provided between the engine 10 and the CVT 16, it is possible to prevent the CVT16 side friction from being applied to the engine 10 when the power transmission between the crankshaft 15 and the motor generator 21 is cut off. it can. On the other hand, when it is provided between the CVT 16 and the motor generator 21, friction can be reduced when the air compressor 27 is driven by the motor generator 21.

本発明のハイブリッドシステム及びハイブリッドシステムの動力伝達方法は、補機を内燃機関と電動発電機のそれぞれで駆動することができるので、補機を駆動させるために、専用の電動機やその電動機に電力を供給するための回路を不要として、レイアウトの自由度を向上することができると共に、コストダウンを図ることができるので、特に、電動化した場合に高電圧を必要とする補機を備えたハイブリット車両に利用することができる。   In the hybrid system and the hybrid system power transmission method of the present invention, the auxiliary machine can be driven by each of the internal combustion engine and the motor generator. Therefore, in order to drive the auxiliary machine, power is supplied to the dedicated motor or the motor. Since a circuit for supplying is unnecessary, the degree of freedom in layout can be improved, and the cost can be reduced. Can be used.

１、１Ａ 車両（ハイブリッド車両：ＨＥＶ）
２、２Ａ ハイブリッドシステム
１０ エンジン（内燃機関）
１１ エンジン本体
１２ 排気通路
１３ ターボ過給器
１４ 排気ガス浄化装置
１５ クランク軸
１６ ＣＶＴ（無段変速機構：電動発電機用動力伝達機構）
１７ クランク軸用クラッチ（クランク軸用動力断接装置）
２０ 電力システム
２１ 電動発電機（Ｍ/Ｇ）
２２ 配線
２３ インバータ（ＩＮＶ）
２４Ａ 第１バッテリ（Ｂ）
２４Ｂ 第２バッテリ（Ｂ）
２５ ＤＣ−ＤＣコンバータ（ＣＯＮ）
２６Ａ 冷却ファン（補機）
２６Ｂ 冷却水ポンプ（補機）
２６Ｃ 潤滑油ポンプ（補機）
２７ エアコンプレッサ（補機）
２８ 補機用動力伝達機構
２９ 補機用クラッチ（補機用動力断接装置）
３０ 動力伝達システム
３１ 変速機（トランスミッション）
３２ 推進軸（プロペラシャフト）
３３ 差動装置（デファレンシャルギア）
３４ 駆動軸（ドライブシャフト）
３５ 車輪
４０ 全体制御装置
４１ ハイブリッドシステム用制御装置 1, 1A vehicle (hybrid vehicle: HEV)
2, 2A Hybrid system 10 Engine (Internal combustion engine)
DESCRIPTION OF SYMBOLS 11 Engine main body 12 Exhaust passage 13 Turbo supercharger 14 Exhaust gas purification device 15 Crankshaft 16 CVT (continuously variable transmission mechanism: power transmission mechanism for motor generator)
17 Crankshaft clutch (Crankshaft power connection / disconnection device)
20 Electric power system 21 Motor generator (M / G)
22 Wiring 23 Inverter (INV)
24A First battery (B)
24B Second battery (B)
25 DC-DC converter (CON)
26A Cooling fan (auxiliary machine)
26B Cooling water pump (auxiliary machine)
26C Lubricating oil pump (auxiliary machine)
27 Air compressor (auxiliary machine)
28 Auxiliary power transmission mechanism 29 Auxiliary clutch (auxiliary power connection / disconnection device)
30 Power transmission system 31 Transmission
32 Propeller shaft
33 Differential (differential gear)
34 Drive shaft
35 Wheel 40 Overall control device 41 Control device for hybrid system

Claims (5)

内燃機関と電動発電機を有するハイブリッドシステムにおいて、前記内燃機関のクランク軸に電動発電機用動力伝達機構を設け、該電動発電機用動力伝達機構に前記電動発電機を連結すると共に、
前記電動発電機の駆動軸に補機を連結することを特徴とするハイブリッドシステム。 In a hybrid system having an internal combustion engine and a motor generator, a power transmission mechanism for a motor generator is provided on a crankshaft of the internal combustion engine, and the motor generator is connected to the power transmission mechanism for the motor generator,
A hybrid system, wherein an auxiliary machine is connected to a drive shaft of the motor generator. 前記電動発電機の前記駆動軸に補機用動力伝達機構を設け、該補機用動力伝達機構を介して前記電動発電機の前記駆動軸と前記補機の補機用駆動軸を連結することを特徴とする請求項１に記載のハイブリッドシステム。   An auxiliary power transmission mechanism is provided on the drive shaft of the motor generator, and the drive shaft of the motor generator and the auxiliary drive shaft of the auxiliary machine are connected via the auxiliary power transmission mechanism. The hybrid system according to claim 1. 前記電動発電機の前記駆動軸に、前記補機の補機用駆動軸を直結することを特徴とする請求項１に記載のハイブリッドシステム。   The hybrid system according to claim 1, wherein an auxiliary drive shaft of the auxiliary machine is directly connected to the drive shaft of the motor generator. 前記電動発電機と前記補機との間に補機用動力断接装置を設けることを特徴とする請求項１〜３のいずれか１項に記載のハイブリッドシステム。   The hybrid system according to any one of claims 1 to 3, wherein an auxiliary power connecting / disconnecting device is provided between the motor generator and the auxiliary device. 請求項１〜４のいずれか１項に記載のハイブリッドシステムを搭載することを特徴とするハイブリッド車両。   A hybrid vehicle equipped with the hybrid system according to any one of claims 1 to 4.
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